Car replacer



HAGQQTIB .Fufly 3, 1923.

.F. D. M GINLEY CAR REPLACER ATTORNEY 2 Sheets-Sheet l Filed Aug. 51

nwmwsa F. D. MCGINLEY CAR .REPIJAGER July 3, 1923.

2 Sheets-Sheet 2 Filed Aug. 51 1922 Elli Patented July 3, 1923.

UlTgED STATES 'ATENT FREDERICK MQGINL EY, OF PLEASANT BEACH, NEW YORK, ASSIGNOB OF ONE-HALF TO LUCIUS L. LACEY, OF SYRACUSE, NEW YORK.

GAE REPLACER.

Application filed August 31, '1922. Serial No. 585,383.

ToaZZwhom itma-g concern:

Be it known that I, F REDERICK D. MCGIN- Lnr, a citizen of the United States, and a resident of Pleasant Beach, in the county of Onondaga, in the State of New York, have invented new and useful Improvements in Car Replacers, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exactdescription.

his invention relates to a device for replacing derailed cars and is commonly known as a car replaeer adapted to be placed alongside of the rail or rails in proximity to the derailed wheels of the car, for the purpose of raising and guiding the wheels over and upon the rails as the car is propelled along and upon the repl'acer.

The main object is to provide a device of this character which may be used at either side of either rail, according to the position of the derailed wheels ofthe car relatively to said rails, by simply reversing certain re movable parts of the replacer.

Another object isto provide the replacer with laterally yielding guide ribs, or'supplemental rails to cooperate with a relatively fixed wheeldeflecting rib for carrying the displaced wheels upwardly and laterally as they are drawn upon the replacer and deflected laterally thereby toward the rail by the relatively fixed rib.

Other objects and uses relating tospecific parts of the device will be brought out in the following description.

In the drawings:

Figure l is a top plan and Figure 2. a side elevation of a car replacer embodying the various features of my invention, a portion of one of thetrack rails being shown in Figure 1. I

i Figure'3 is a longitudinal vertical sectional view taken on line 3 3, Figure 1.

. Figures 45 6- 7 and 8 are transverse vertical sectional views taken respectively on lines 4i1, 5, 6 6,. 77 and 8-8 Figure 1. ,i v

Figure 9 is a side elevation of a detached adjustable abutment forengaging the web ,of the rail.

As. illustrated, this device comprises a main supporting frame or bed-plate 1, a leaderplate -2 supplemental guide railsor, ribs 3- a clamping bolt i a stop-plate or abutment 5-, and a detent 6,.all of which parts are constructed scribed.

and assembled in the manner presently de- The central portion of the inaiirbocly or bed-plate 1- is elevated some distance above the horizontal plane of its opposite ends and is substantially horizontal when the device is adjusted for use, one end of said bed-plate, upon which the derailed wheels first enter in replacing the car, and hereinafter termed the leader end is inclined upwardly to the plane of the central horizontal portion, and is provided with a correspondingly inclined upper face -7-, for receiving and supporting the leader plate said inclined surface 7 being sub stantially fiat transversely to permit the leader-plate -2 to move across the surface thereof.

The lower face of the outer end of the inchned portion of the bed-plate is substan tially horizontal and adapted to rest (upon the ties at the inner or outer side of the track rail, according tothe position of the derailed .wheels, and is also provided with spurs 8, adapted to iinbed themselves in the tie to hold the bed-plate against slipping when propelling the car upon the replacer. j

This bed-plate is also provided with laterally and downwardly rojecting legs or feet 9 in longitudinally spaced relation between the opposite ends thereof to rest against the flange and web of the track rail, as -A, to assist in supporting the bed plate in proper relation to the rail upon which the derailed wheels of the car are to be replaced.

The lower face of the front end of the bed-plate is substantially flat andvhorizontal-to rest upon the stop-plate o-r abutment .5- and to permit the latter to be adjusted .rotarily to one side or the other as may be required for setting thedevice for replacing the car.

The bed plate is preferably made of cast metal such as malleable iron or equivalent strongmaterial, and is provided with a central, longitudinally extending guard rib 10 and relatively short guide ribs or flanges 11 in transversely spaced relation to and at opposite sides of the central rib *10, which extends from the upper front end of the leader-plate 2 to the front endof the bed-plate and is gr iduallv widened at its front end to form a r ised IOU ill)

boss 12, having rearwardly converging sides l8 merging with corresponding sides of the remainmg portions of the guard rib -10, for engaging and deflecting the displaced car wheel laterally toward the rail upon which it is to be replaced as it is drawn forwardly upon the replacer.

The guide ribs -11 are spaced some distance apart from the adjacent sides of the central guard rib --l() to form lengthwise channels in which the flange of the displaced car wheel is adapted to travel, said guide rib 1l being extended forwardly a short distance from the front upper end of the leader plate and into close proximity to the rear ends of the laterally movable guide ribs or supplemental rails 3- in longitudinal alignment therewith, shown in Figure 1.

The leader-plate 2 is inclined forwardly and upwardly and rests upon the inclined surface -7 and is centrally pivoted near its rear end to the adjacent portion of the bed-plate by a. pivotal stud 1 lto permit it to swing laterally across and upon the inclined surface -7 until limited by the stops 1 projecting upwardly from opposite sides of the bed-plate and preferably formed integral therewith, said stops beinglocated near the front upper end of the leader-plate 2.

This leader-plate is provided along its opposite lengthwise edges with up vardly projecting flanges 16- in transversely spaced relation, to form an intervening lengthwise channel from end to end thereof, these ribs 16 converging from their rear ends forwardly, and their front ends are spaced apart a distance corresponding substantially to the distance between the central guard rib 1() and supplemental movable rails -3.

The stops 15 are arranged a sufficient distance apart to permit the front end of either rib 16 to be moved into registration with the rear end of the central fixed rib 'l(), while the other rib 16 will then be registered with one of the guide ribs --1l-, that is, when one of the guide ribs -l6 of the leader-plate -2 is registered with one of the ribs 1l--, the other guide rib 16- will be registered with the rear end of the central rib -10, and in either position of adjustment of the leader-plate against one or the other of the stops -15--, the rib ill, which is registered with one of the ribs 16 will form a' continuation of the latter and is in sufliciently close proximity thereto to permit the wheel of the car to ride from one to the other as it is drawn upon the elevated portion of the replacer.

The supplemental guide rails 3 rest upon the upper horizontal surface, as 17-, of the bed-plate 1- in transversely spaced relation to and at opposite sides of the central rib -10-, and are pivoted near their rear ends to the bed-plate by pivotal studs 18 extending downwardly through suitable openings in the bed-plate, so as to hold the rear ends of the supplemental rails -3 in alignment with the front ends of the relatively short guide ribs ll.

These supplemental rails -3- extend, forwardly in proximity to the opposite rearwardly converging sides -13 of the boss -12- and their front ends are preferably deflected downwardly and provided with laterally projecting horizontal feet 19 resting upon a horizontal portion 2() of the bed-plate, for lateral movement thereon about the axes of their respective pivotal studs 18, the lower front ends of said rails -3- being yieldingly connected to each other by means of a coil spring --'2l-- which extends through a transverse opening -22 in the lower portion of the rib -l0 just at the rear of the boss 12.

The clamping bolt lis passed through a transverse opening -23 in the base-plate *1, preferably near the forward end thereof, and is provided at one end with a hook shaped portion --2 l-, adapted to engage the top or ball of the rail, the other end of the bolt being threaded for engagement with a nut -25--, by which the plate -l may be drawn edgewise or laterally into the desired proximity to the rail upon which it is desired to replace the car wheels, the opening 23- being elongated vertically to allow the bolt to be properly adjusted for rails of different heights.

The detent, or pawl 6-, is hinged by a pivotal bolt 26- to the under side of the central portion of the leader plate -2 to permit its free end to swing laterally in opposite directions in an opening 27 in the plate 1 into and out of engagement with the opposite side walls of said opening, for holding the plate 2- in its adjusted position. against one or the other of the stops -15, and thereby to hold either of the flanges -16 in alignment with the corresponding flanges 11 and 3-, according to the position of the replacer with reference to the wheels which are to be replaced upon the rails.

The stop plate or rest 5 is engaged with the under side of the front end of the base plate -lfor supporting the same. and is provided with a reduced circular boss 28 projecting upwardly therefrom, near one end, for en gagement in a similar opening 29-- in the underside of the front end of the base plate, to constitute a pivotal connection be tween the plate 5- and base plate, where by the latter may be swung horizontally through an arc of substantially 180 degrees for engagement with a rail at either side of the replacer, said boss -28 being provided with an annular groove -30 for receiving the inner end of aretaining screw 31.

by which theplate 5'is held in operative relation to the base plate, without in any way interfering with the free rotary movement of the rest plate.

The end of the longer arm of the plate -5 is adapted to abutagainst the web of the rail, as A, and is provided with a foot -32- adapted to rest upon the base flange of the rail, while the opposite end or shorter arm of the same plate is provided with a soinewhatlower foot 33 adapted to rest upon the tie which supports the rail, thereby establishing a firm support for the front end of the replacer, while it is being used for replacing the wheels of a car upon the rails.

The rearward and downward inclination of the rear end of the base plate 1 and leader plate 2 brings the rear end edges of those parts close to the surface of the ties and base of the rail upon which it is desired to replace the wheels of the car, so that the wheels may ride more easily fTOHIthG tlQS upon the leader plate with the flange of the wheel at the inside of one orthe other of the flanges -16 and the tread of the wheel resting upon the corresponding flange of the leader plate,the rear ends of said flanges 16- being extended rearwardly some distance beyond the intermediate portion of the web of the plate 2, to facilitate the riding of the tread of the wheel upon the upper edge of the flanges when being propelled upon the replacer.

These replacers are preferably used in pairs, to receive the car wheels on the opposite ends of the same axle, and therefore one of them would be used at the inside of one rail and the other at the outside of the opposite rail, and inasmuch asthe flanges of the wheels ar adapted to ride along the inner sides of the rails, it becomes necessary to elevate the displaced wheels which are at the outside of the track, to a greater height than those at the inside ofthe track, and for this purpose the center flange 10- is of sufliciently greater height than that of the side rails 8- to elevate the flanges of the wheels riding thereon above the ball of the rail upon which the wheels at the outside of the track are to be replaced, while the height of the side rails 3- are only slightly higher than the rails, to allow the tread of the wheels at the inside of the rail to ride over and upon the ball of the rail.

Operation.

Assuming now that the replacer as shown in Figure 1 is to be used for replacing car wheels which have been displaced at the inner side of the rail, and that it is properly set and clamped in that position with the forward end of the leader plate -9 adjusted toward the rail and locked in that position by the locking member -6- against the adjacent stop 15, so that the adjacent flanges l6, -ll and 3- will be in alignment, and the other flange -16, will be aligned with the center flange -10, it being understood that this positioning of the replace-r will bring its rear end into close proximity to the displaced ofthe wheel encounters the adjacent laterally inclined face 13 of the boss 12-, which will cause a corresponding lateral shifting movement of the car wheel against the adjacent flange -3, which is yielding, sufflcient to bring the tread of the wheel directly over the ball of the rail.

During this operation the other replacer which has been previously placed in operative position at the other side of the outer rail, will receive the other carwheel and its tread to ride upon the other flange 1G-- of the plate 2- and thence upwardly upon the higher center flange 10 of the base plate, thereby elevating the outer wheel a. sufficient distance to'allow its flange to pass over the ball of the adjacent rail when the other wheel is crowded laterally toward the corresponding rail by its engagement with the laterally inclined face 13, the effect of the use of the two replacers simultaneously, one at the inside and one at the outside ofthe track, being to simultaneously replace both wheels of the same axle upon the ball of the rail.

It is evident from the symmetrical arrangement of the side flanges +3 at opposite sides of the center flange -l0-, together with the lateral adjustment of the leader plate 2 and detents 5 and 6, that the replacers maybe used at either side of either rail to replace cars by propelling them in either direction lengthwise of the rails.

ld hat I claim is:

l. A car replacer comprising a base plate having a central lengthwise flange and opposite side flanges in spaced relation thereto the central flange being of greater height than the side flanges, and a leader plate pivotally mounted upon the base plate, to move laterally, and provided with guide flanges movable into and out of registration with those on the base plate.

2. A car replacer comprising a base plate than the side flanges, and a leader plate pivotally mounted upon the base plate, to move laterally, and provided with guide flanges movable into and out of registration with those on the base plate, the side flanges of the base plate being movable laterally relatively to the center flange.

i. A car replacer comprising a base plate having a central lengthwise flange and 0p posite side flanges in spaced relation thereto, the central flange being 01 greater height than the side flanges, and a leader plate pivotally mounted upon the base plate, to move laterally, and provided with guide flanges movable into and out of registration with those on the base plate. the side flanges of the base plate being movable laterally relative-ly to the center flange, and means for yieldingly urging the side flanges of the base plate toward the center flange.

5. A car replacer comprising a base plate having a. central lengthwise flange and opposite side flanges pivoted thereto to swing toward and from the center flange.

6. A car replacer comprising a base plate having a lengthwise flange and opposite side flanges mounted thereon for lateral movement and spring-pressed toward the center flange, said center flange having opposite laterally di erging faces adapted to be en gaged by the flange ol' the car wheel for shifting the latter laterally as it is rolled thereagainst in the direction oi divergence.

7. a car replacer comprising a base plate, rail engaging member reversibly mounted upon the underside of one end of the base plate for engaging the web and base flange of a rail at either sideof the base plate to hold said base plate against lateral movement toward the rail, and a leader plate on the opposite end of the base plate, inclining upwardly toward the first named end, and means for clamping the base plate to the rail.

8. A car replacer comprising a base plate having a longitudinally inclined surface at one end, a leader plate pivotally mounted upon said inclined surface to swing laterally, stops on the base plate at opposite sides of the leader plate, to limit the lateral movement of said leader plate in either direction, and a reversible detent on the leader plate cooperating with portions of the base plate for holding the leader plate against either of said stops.

9. A car replacer comprising a base plate having a fixed leitlgthwise flange widened at its forward end, and an additional lengthwise flange pivotally mounted upon the base plate, for lateral movement toward and from the fixed flange, and an upwardly and forwardly inclined leader plate mounted on the rear end of the base plate.

10. A car replacer comprising a base plate having a central lengthwise flange widened at its forward end, and opposite side flanges mounted on the base plate and extending forwardly, and a leader plate pivotally mounted upon the rear end of the base plate for lateral movement, and provided with opposite lengthwise flanges movable into and out of registration with the rear ends of the first named flanges.

11. A car replacer comprising a base plate having a central lengthwise flange widened at its forward end, lengthwise side flanges pivotally mounted upon the base plate at op posite sides of the central flange to swing laterally, a spring connecting said side flanges and a leader plate pivotally mounted upon the rear end of the base plate for lat eral. swinging movement, and provided with opposite side flanges movable into and out oi registration with the first named flanges.

In witness whereof I have hereunto set my hand this 23rd day of August 1922.

FREDERICK D. MCGINLEY.

Witness:

H. E. CHASE. 

